Air controlled throttle



Sept. 21, 1948. J. B. FULTON AIR CONTROLLED THROTTLE Filed May 28 1946 I 4 l II Patented Sept. 21, 1948 f 2- UNITED STATES PATENT OFFICE a i j r 2,449,599 l" i t u M "@QAIR CONTROLLEDTHROTTLE, Joel E. Fulton, High Point, N. 0., assignor to n: R. L. Brinson, Company, trading as Transport lp aratus and Device Company, HighPointp Application May 28, 1946, Serial No. 672,736

j I r lClaim. (01.230 3) 1 2 My invention relates to an air-controlled throtsufiicient pressure is supplied "to the chamber tle, and it is an object of the same to prowde through pipe-the throttle valve will bepushed quick-acting sensitive means for reducing the counter-clockwise towardclosed position;-

speed of an air compressor driving engine when A pipe925 leads from the tank ID to anair filter the pressure in the air storage tank rises to a 5 26, connected by a pipe 21 to theair governor'lti.

predetermined limit, combined with quick-acting An outlet pipe.28 leads fromthe governor I5xto sensitive means for speeding upsaid engine when pipe l4 and also to a pipe 28 connected through the pressure falls below a predeterminedlimit, a quick release valve to pipe 24. The; main the hook-up being such as to combine quick outlet from tank I0 is shown at 30. l 1: speed-up and slow-down action of the compressor In the operation. of the, device,.the compressor synchronized with quick action of the throttle is clrivenby the engineito'forceair into tank 10'. control so that the engineslows dOWn and speeds The speed of the engine may normally bepabout up in synchronism with the quick changes of 600-700 R. P. M. Now if the pressure in the tank operation of the compressor. exceeds a predetermined limit, e. g. about one Another object is to provide simple and inexhundred pounds per square inch, such pressure pensive automatic means for effectively controlwill act through parts 25, 26, 21, i5 and M to ling the action of a compressor and its driving unload valves l3, first unseating a valve in govmeans so as to maintain substantially a predeernor l5, such unseating permitting the air under termined air pressure in a reservoir. pressure to pass into pipe l4 and thus unseating Referring to the drawings, which are made a the unloader valves, so that the air from the compart of this application and in which similar refpressor passes to outer atmosphere instead of to erence characters indicate similar parts: tank l0 and the engine runs free. Under such Fig. 1 is a side elevation of my device, in the circumstances, the speed of the engine increases embodiment thereof which is at present preferred; suddenly to as much as 1600 or 1800 R. P. M. Fig. 2 is a detail of throttle valve means. unless the throttle is closed to idling speed, with In the drawings, reference character It) indiobvious deleterious effects. To obviate damage, cates an air storage tank, connected by an inlet an attendant has been stationed at the machine pipe I I to a compressor l2 that may be of any to close the throttle and to reopen it at proper conventional or preferred type, it being here times, and one object of the invention is to save shown as consisting of a model A Ford automobile the manpower thus wastefully employed. engine converted into an air compressor by fitting To this end, the pipe 28 is connected to receive it with a special cylinder head serving to pump compressed air from governor l5 at the same time air into pipe I l', and being provided with unloader as pipe I4, and to conduct it through valve 29 and valve-s I3, l3, connected by a pipe M to an air pipe 24 to the chamber 23, where it acts on rod governor l5, here shown as being of awell-known 22 to push the throttle toward closed position type made by the Westinghouse Company and and so reduces the speed of the Diesel engine. used on motor trucks and elsewhere. When the pressure in tank In falls to a predeter- The compressor is driven by a Diesel engine l6 mined limit, e. g., to ninety pounds 'per square through a shaft I! which is partially concealed inch, air bleeds through the air governor and reby a member l8 of the channel iron framework 40 lieves the pressure on the unloader valves, perthat supports the mechanism on posts l9 fixed in mit'ting them to return to active position, wherea floor of concrete or the like. The engine is of upon air is again forced into tank I0 by the comconventional construction except as herein specipressor and the engine, which have merely been fied, and it has a throttle arm 20. A coil spring running idly. 2| tends to open the throttle to about two-thirds At the same time, the air pressure in the brake of its full capacity. A rod 22 is connected at one chamber is relieved and the connecting rod 22 end to the throttle arm, said arm having several moves to the left to open the throttle, speeding holes by means of which the rod may be connected up t e en e a d increasing its p we thereto at various points along the arm to vary The D O tY of the air governor to the unthe action of the rod and the rod-operating means loader valves insures quick opening of said valves on the throttle. The rod is connected at its leftand the positive pressure of air passing from govhand end to a diaphragm located in an air presernor I5 to the throttle control takes care of the sure operated central device 23, here shown as matter of slowing the engine. But because of the consisting of a five-inch brake wheel chamber, the length of 'pipes 28 and 24, the engine would lag arrangement being such that when air under in starting after the unloader valves have closed.

To avoid such a lag I have inserted a quick release valve at 29, close to the throttle control. Preferably this valve is of the type having a piston held down by the pressure of the air in the system but adapted to rise quickly upon decrease of pressure, and so to open a relatively large .port leading back from the,;wh'eel chamber, thus' releasingthe air in the chamber 50 that the throttle can be opened wide suddenly by the action of spring 2|. The control through the governor is too slow to pre-' vent the undesirable racing of the engine, and is also too sluggish in picking up speed when the pressure falls in the tank. Nor would-it be satis- 4 ternal combustion engine driving said compressor, a throttle valve for said engine, resilient means operating to .adwance the throttle valve, pneumatic means mounted on said engine and operable by a pressure increase to retard the throttle valve, an air pressure governor mounted on the compressor, a conduit establishing communication between the governor and the tank, conduits extending from said governor to the unloader valves and to the pneumatic means to unload the compressor and .to retard the throttle valve when a predetermined maximum pressure is attained, and a quick release valve interposed in the conduit between the factory to .place the governor l5 midway between the throttle control and the unloader, as that would slow down the entire operation, whereas by placing the governor close to theunloaderancl the quick release valve close to 'the throttle control satisfactory operation of the engine and compressor is had.

In -combination: a storage tank for compressed air, an air compressor for suppyling air to the tank, unloader valves on saidcompress'or, an ingovernor and pneumatic means and spaced therebetween, said valve-being arranged to open on a fall in air pressureto a predetermined point and cause the quick release of air from the pneumatic means to permit the quick and unopposed action ofthe resilient means upon the engine throttle.

JOEL B. FULTON.

REFERENCESCIT-ED I The following references are Oireco'rd in "the file of this patent: 5 H

1 UNITED ST ES PATENTS 1 Number 1 Name Date 1,550,876 Carpenter Aug. 25, 1925' 1,603,495 Rix Oct.'19, 1926 1,692,267 Holdsworth Nov. 20, 1928' 2,225,854 Baker Dec. 24, 1940 2,294,410 Lamberton Sept. 1, 1942 

